Jaguar has unveiled the battery-electric I PACE Concept SUV. I PACE has a predicted range of 500 km (311 miles) on the NEDC, 354 km (220 miles) on the EPA cycle. The concept previews Jaguar’s first electric vehicle; the production version will be revealed in late 2017 and will go onsale in 2018.

Electric motors at the front and rear axles generate a combined output of 400PS and 700N·m of instant torque, delivering sports car acceleration (0-60 mph in about 4 seconds) and the all-weather, all-surface benefits of all-wheel drive. The low center of gravity combined with double wishbone front and Integral Link rear suspension delivers Jaguar ride and handling with outstanding refinement.

This isn’t just a concept. It is a preview of a five-seat production car that will be on the road in 2018. This will be Jaguar’s first-ever battery-powered electric vehicle and opens a new chapter in the history of our legendary brand.

—Ian Callum, Director of Design, Jaguar

The I-PACE Concept’s dynamics and responsiveness are further improved by the battery’s ideal position beneath the floor and between the axles, which lowers the centre of gravity and reduces yaw inertia.

Jaguar Land Rover engineers designed and developed the synchronous, permanent magnet electric motors in-house to achieve the most compact design, greatest efficiency and maximum power density. They have an outer diameter of just 234mm and are only 500mm long.

Rather than the conventional, offset configuration which places the transmission in front of the motor, the I-PACE concept features a more space-efficient concentric layout, which contributes directly to the excellent ground clearance and spacious interior.

Electrification also enables greater comfort: by selecting a higher level of regenerative braking in stop-and-go traffic, for instance, the driver can drive with a single pedal, with no need to apply the brakes to halt the car.

To ensure drivers can enjoy and safely exploit the I-PACE Concept’s performance in even the worst conditions, the inherent benefits of all-wheel drive are enhanced with Jaguar’s traction technologies, including All Surface Progress Control (ASPC) and Adaptive Surface Response (AdSR).

Energy storage in the I-PACE Concept is a liquid-cooled 90kWh lithium-ion battery pack, designed and developed in-house. The battery’s housing is lightweight aluminium and forms an integral part of the I-PACE Concept’s body structure.

The battery uses pouch cells selected for their energy density, superior thermal performance due to lower internal resistance, and because of the design freedom they afford. And, unlike some competing cell formats, they also offer excellent future development potential, especially in terms of energy density – this will enable greater range for a given size of battery, or will deliver similar range to today but from a smaller, lighter pack.

The pack is liquid-cooled using a dedicated two-mode cooling circuit. In moderate ambient temperatures the battery improves efficiency by relying only on a radiator to remove the heat generated by the cells. At higher temperatures a chiller linked to the vehicle’s main air conditioning system provides greater cooling capacity to keep the battery in optimum condition.

Energy efficiency is further enhanced by integrating a state-of-the-art heat pump into the climate control system. The heat pump is far more efficient than conventional electric heaters because it uses energy from the outside air to heat the cabin rather than relying solely on drawing current from the battery. As a result it can increase the I-PACE Concept’s range by up to 50km, even in freezing winter conditions when most needed.

Charging is easy and quick, with 80% charge achieved in 90 minutes and 100% in just over two hours using 50kW DC charging.

Chassis design. The front suspension system is the same double-wishbone configuration proven in the F-TYPE and F-PACE. The high camber stiffness afforded by the lightweight aluminum double wishbone design is fundamental to agility and responsiveness—lateral forces at the tires’ contact patches build very quickly, and the steering responds immediately and precisely to the driver’s every input.

With the superior roll camber gain characteristics inherent in the double wishbone system, the tires’ contact patches are better maintained throughout the suspension’s full range of movement, helping to optimize traction under all conditions.

Integral Link, proven in the XE and XF saloons and now the F-PACE, was the natural choice for the I-PACE Concept’s rear suspension. Integral Link enables chassis engineers to tune longitudinal and lateral stiffness independently. This means freedom to fully optimize comfort and dynamics attributes without the one compromising the other.

As a result, the bushes which manage longitudinal forces can be made softer and therefore the ride is smoother and impact absorption quieter. The bushes which manage lateral forces can be made stiffer for more precise handling and even greater responsiveness.

The Integral Link suspension is also extremely space-efficient. Combined with the compact rear electric motor, this contributes to the large luggage compartment volume and excellent ground clearance.

Exterior.Taking full advantage of the packaging freedom offered by electrification, the design and engineering teams took the opportunity to rethink the vehicle’s overall proportions. The result combines an advanced cab-forward design inspired by the C-X75 supercar with the smooth silhouette of a coupe—in a five-seater SUV.

The opportunities offered by an electric powertrain are huge. Electric vehicles offer designers much greater freedom, and it is an opportunity we must grasp. This is why the I-PACE Concept is developed on a new architecture which has been designed to optimise electric vehicle performance, aerodynamics and interior space.
With the I-PACE Concept, the revolution is in the profile, not the design language. The​ profile is possible because this car is electric. It’s not just that we wanted to create something that was very different from anything else we do: we wanted the design to celebrate the new battery electric technology.

—Ian Callum, Director of Design, Jaguar

Without an internal combustion engine and transmission tunnel to package, the I-PACE Concept’s design brings the cabin forward, extends the wheelbase and shortens the overhangs. This enables the silhouette to become more aerodynamic and the haunches to develop more powerful proportions. It also enlarges the interior space and improves vehicle dynamics and visibility.

Close work between the Design and Aerodynamics teams not only achieved a low drag coefficient for a vehicle of this class of 0.29 Cd, it also inspired a technological edge to the Concept’s styling. Flush door handles reduce drag by only sliding out when activated. Aerodynamically optimized side skirts also blend form and function by channelling air more efficiently around the wheels.

A broad, distinctive grille with a hexagonal grid in gloss black retains a key element of Jaguar design DNA while also providing aerodynamic benefits. Airflow also passes through the C-X75-derived hood scoop, helping to reduce drag.

A slender composite spoiler at the rear enhances the vehicle’s sporting character as well as reducing lift at higher speeds without generating drag. The fast-angled slope of the rear window is aerodynamic and uses an advanced hydrophobic glass coating to eliminate the visual clutter of a rear wiper. The line contrasts with the vehicle’s squared-off end and extended rear three-quarter that project power and improve efficiency.

Rear vents not only provide a clever visual replacement for tailpipes, they also channel turbulent air from the rear wheel arches into the vehicle’s wake. The I-PACE Concept’s rear diffuser also contributes to the car’s aerodynamic efficiency while also enhancing the vehicle’s low-slung stance.

The digital car. The I-PACE Concept introduces Jaguar’s new intuitive ‘flightdeck’ approach for the controls interface. The design philosophy emphasises controls that fall ergonomically to hand and technology that promotes driver engagement.

The I-PACE Concept’s floating center console is a key element in advances in Jaguar’s cockpit ergonomics, utility and performance. The console rises to connect with the dashboard and ensconce the driver, and provides a level of mechanical connection with the vehicle by positioning gearshift functions on its metal struts.

Touchscreens, intuitive rotary dials and multi-function buttons offer a balance of tactile analogue controls and interactive digital interfaces, ensuring the driver’s eyes need only follow the road, not their fingers.

The primary interface is a 12-inch TFT touchscreen blended seamlessly into the surface of the instrument panel. A separate, 5.5-inch secondary touchscreen is paired with two laser etched aluminium rotaries that encase vibrant HD circular displays. This allows occupants to configure infotainment and climate whilst keeping full screen information on the 12-inch display above.

The I-PACE Concept also features a configurable 12-inch HD virtual instrument cluster and a full-color head-up display, ensuring that drivers are always presented with the information they need when and where they need it.

The I-PACE Concept also introduces a new three-spoke steering wheel with multi-function capacitive switches. These remain invisible until illuminated, improving aesthetics and putting more functionality at the driver’s fingertips. To make them more tactile, they also feature a ‘micro-click’ haptic when pressed.

Like the state-of-the-art InControl Touch Pro infotainment system offered in the current range of Jaguar vehicles, the I-PACE Concept’s system is designed in-house around a powerful quad-core processor, a high-speed solid-state drive and an Ethernet network.

ITS TIME EVERY CAR MANUFACTURER COME OUT WITH ELECTRIC CARS OF 400KMS RANGE AND COMPETE FOR QUALITY AND PRICE. TESLA CAME OUT WITH ELECTRIC CARS ALMOST 5 YEARS AGO. ITS TIME COMPANIES COME OUT FAST . MOST INCLUDING TOYOTO , HONDA HAVE FAILED SO FAR. WORLD CAN ONLY SURVIVE ON POLLUTION FREE CARS.

Nice except for goofy front end — that is, the radiator grille that does nothing but add drag. Cd of 0.29 is pretty bad for an EV. They've even decided to run air through the grille and exhaust on the back of the hood, so they've even sacrificed luggage space in the frunk, all in the name of retaining Jaguar design DNA, i.e. gasoline engine body design. Old designers apparently can't learn new tricks. Where's the creativity?

I like it. It is definitely a step in the right direction. It looks good (apart from the front grill I agree), has decent range and will be fun to drive. So it gets the basics right. Tesla will still trump it with Model X that has a huge supercharger network and fully driverless ability by 2018 and an even longer range probably over 300 miles epa rated. However, I think that it is going to be hard to buy a Tesla by 2018 because they will get many more orders than they can deliver even with 500.000 deliveries in 2018. That driverless tech that can make any Tesla into a profit machine making 100k USD per year in revenue on the Tesla Network is going to lead to unprecedented demand for Tesla cars and years long waiting lists to get one. So there will still be demand for the Bolt and this Jaguar because they can be delivered fast and because they offer another look than the Tesla cars that most will be driving.

There should be no need to say it but I will say it anyway that the old car makers better hurry up with driverless tech or they could face bankruptcy because the demand for non-driverless cars will collapse as people expect such cars to be worthless when the production of driverless cars gets into volume.

What I find really interesting is the direct comparison between the predicted range of 500 km (311 miles) on the NEDC and 354 km (220 miles) on the EPA cycle. I guess when you move to the US, the range is only 70% of what it was when you are in Europe:) Seriously, there needs to be a consistent standard and even the EPA standard probably does not have enough high speed driving especially for the western states. A good part of my morning commute is at 70 mph and the speed limit goes to 80 mph once you are outside the urban area.